[0001] The invention relates to a side impact protection beam for a motor vehicle door,
in particular for a side door of an automobile or delivery truck, having the features
of the preamble of claim 1. Another subject of the invention is a motor vehicle door
in which such a side impact protection beam is installed.
[0002] Side impact protection beams of the type in question serve to reinforce motor vehicle
doors and to absorb external forces acting laterally on the motor vehicle door, such
as those occurring during an accident, for example. The interior or passenger cell
of the motor vehicle body is intended to be protected as a result.
[0003] The side impact protection beam is arranged in the motor vehicle door so as to extend
approximately in the longitudinal direction of the vehicle body and is fastened at
its two ends to the frame of the motor vehicle door. It is possible to provide even
better prevention against the door curving into the interior of the vehicle body when
subjected to externally acting forces if provision is made to contour the side impact
protection beam in the longitudinal direction by bending, i.e. slightly curving the
beam to the outside to follow the sweep of the outer wall of the motor vehicle door.
This results in the profiled element of the side impact protection beam following
the curvature of the outside of the motor vehicle door. The "longitudinal direction"
of the profiled element forming the side impact protection beam is thus to be understood
as including such profiled elements which have been contoured by bending.
[0004] It is frequently the case that side impact protection beams of the type in question
are not installed in the motor vehicle door exactly in the longitudinal direction
of the body of the motor vehicle but are situated in an inclined position, as it were
"diagonally" in the door box of the motor vehicle door. The longitudinal direction
of the vehicle body includes these orientations and simply means only the longitudinal
orientation as opposed to the transverse orientation with respect to the body of the
motor vehicle.
[0005] When mention is made of the fact that the profiled element is configured as a rolled
profile or roll-formed profile of flat-strip metal material, this is intended to encompass
all types of continuous forming processes which result in a three-dimensional structure,
i.e. the profiled element, being produced from the flat-strip metal material.
[0006] Finally, it is typical for side impact protection beams of the type in question that
the profiled element has its ends adapted to the contour of the installation space
in the motor vehicle door by a canting operation or in some other way. It is precisely
in the end region of the side impact protection beam that the motor vehicle door is
frequently thinner than in the central region. Further internal fittings which may
possibly require installation space are situated in the end region. Such end modifications
to the cross section of the side impact protection beam are also readily acceptable
in the case of the side impact protection beam claimed here.
[0007] Side impact protection beams of the type in question have a production-related advantage
because they can be produced in one piece from the flat-strip metal material. In order
to achieve the desired flexural rigidity, the edges of the outer sections of the flat-strip
metal material have up until now been welded to one another and/or to the rear wall
of the profiled element. Applying corresponding weld seams requires an additional
process step.
[0008] The prior art (
US-A-5,080,427) which forms the starting point for the present teaching discloses a side impact
protection beam for a motor vehicle door which is designed as an elongated profiled
element defining a longitudinal direction. The profiled element is configured as a
rolled profile or roll-formed profile of flat-strip metal material, in particular
of high-strength steel sheet with a thickness of at least 1.5 mm. When viewing the
flat-strip steel material of the known side impact protection beam in the transverse
direction, a central section of the flat-strip material forms a rear wall of the profiled
element. This rear wall is deformed in the center to form a hat profile. The two outer
sections of the flat-strip material are bent back inwardly toward the central section
so that they in each case form a virtually closed hollow-chamber profile, and these
outer sections thereby come into contact with the side walls of the hat profile at
their roots. However, the edges are at a small distance of a few millimeters from
the rear wall itself and are not welded or fixedly connected in some other way to
the rear wall.
[0009] Depending on the circumstances of the specific individual case, said side impact
protection beam may, as has already been explained above, be slightly curved to the
outside, i.e. be contoured by bending to correspond to the sweep of the outer wall
of the motor vehicle door.
[0010] Those surfaces of the two hollow-chamber profiles and of the central hat profile
which point away from the rear wall are situated in one plane, with the result that
they can be connected, in particular adhesively bonded, directly to the outer door
panel. Nevertheless, the ends of the side impact protection beam are of course anchored
to the frame of the motor vehicle door.
[0011] The known side impact protection beam on which the invention is based is not only
able to be produced in a continuous process from flat-strip metal material but also
no longer requires any weld seams. This makes the production very simple. The hat
profile formed centrally in the rear wall forms, together with its flanks, supports
for the edges of the hollow-chamber profile. When forces occur which act on the motor
vehicle door from outside, the hollow-chamber profiles which are open at the inner
edges behave almost as closed hollow-chamber profiles because they are supported at
their edges on the hat profile.
[0012] The hollow-chamber profiles are of continuously arcuate design in cross section.
The hollow-chamber profiles are pressed increasingly flat during the deformation due
to laterally acting forces. The same occurs with the hat profile in the center of
the rear wall.
[0013] Although the above-described prior art side impact protection beam for a motor vehicle
door, which manages without weld seams, has already been able to be produced in a
satisfactory manner, it can be further optimized from a production point of view and
in terms of the deformation behavior. Accordingly, the teaching is based on the problem
of improving the known side impact protection beam further still from a production
point of view and in terms of the deformation behavior.
[0014] The above-illustrated problem is solved in the case of a side impact protection beam
having the features of the preamble of claim 1 by means of the features of the characterizing
part of claim 1.
[0015] The rear wall of the claimed side impact protection beam is configured without a
hat profile; it is designed to be smoothly continuous. Of course, all of the remarks
made in the introductory part, in particular also those in respect of a side impact
protection beam which is contoured by bending, apply here. In such a beam, the rear
wall of course extends with a correspondingly slight curvature to follow the contour
of the motor vehicle door.
[0016] Owing to the lack of a hat profile in the center of the rear wall, the inner edges
of the outer sections of the flat-strip material which form the hollow-chamber profiles
do not find themselves provided with any lateral support in the event of a side impact
or the like. This lateral support is replaced according to the invention by the outer
sections forming the hollow-chamber profiles being bent over at their edge region
into the respective hollow chamber so as to form a narrow edge strip. This results
in a supporting region for the edge of the respective hollow-chamber profile against
the rear wall, which region is again directed into the hollow chamber. Since this
supporting region is separated from the rear wall by a few millimeters, the supporting
action comes into play, following the occurrence of the externally acting forces,
only shortly after the forces start to act. With the inner wall of the respective
hollow chamber having already been somewhat inwardly displaced, the edge of the hollow-chamber
profile is supported against the rear wall in a defined manner.
[0017] It is thus possible according to the invention to dispense with the central hat profile
in the rear wall, thereby saving an operation during the production of the side impact
protection beam. The deformation behavior of the side impact protection beam is now
only determined, and thereby optimized, by the two virtually closed hollow-chamber
profiles.
[0018] Preferred embodiments and developments of the side impact protection beam according
to the invention form the subject matter of the subclaims.
[0019] Particular importance is ascribed here to the measure whereby the profiled element
is configured mirror-symmetrically with respect to the mid-plane of the rear wall
which includes the normal.
[0020] A combination of claims 6 and 8 is particularly recommended for a side impact protection
beam in the door box of a motor vehicle door, whereas a combination of claims 7 and
9 is to be recommended for a side impact protection beam which is not in the door
box of a motor vehicle door but directly below the window frame on the top shoulder.
[0021] It is possible to work in both cases with relatively thin flat-strip material consisting
of steel sheet, corresponding to claim 10.
[0022] The length of a typical, obliquely installed side impact protection beam in a typical
side door of a motor vehicle should be 900 to 950 mm with a weight of about 2.5 kg,
whereas a side impact protection beam which, instead of being arranged obliquely,
is arranged rectilinearly on the top-shoulder line suffices with a length of 825 to
875 mm and a weight of about 1.5 kg.
[0023] Another subject of the invention concerns motor vehicle doors in which side impact
protection beams according to the invention are installed. It is important for the
side impact protection beams according to the invention that they have their rear
wall facing the inside of the motor vehicle when in the installed position, i.e. that
the hollow-chamber profiles face the outside of the motor vehicle door, and thus the
externally acting forces.
[0024] The invention will be explained in more detail below by way of the drawings which
illustrate exemplary embodiments. In the drawings,
- Fig. 1
- is a schematic view showing a side door of a motor vehicle, with the installed position
of a side impact protection beam of the type in question being indicated,
- Fig. 2
- shows, in vertical section, the region of the door box of a motor vehicle door according
to fig. 1 with a side impact protection beam on the top shoulder and a further side
impact protection beam in the door box far below the top shoulder,
- Fig. 3
- shows a cross section of a preferred exemplary embodiment of a side impact protection
beam for installation in the door box, and
- Fig. 4
- shows a cross section of a preferred exemplary embodiment of a side impact protection
beam for installation in a lighter motor vehicle door or for installation directly
below the top-shoulder line of a motor vehicle door.
[0025] Fig. 1 shows a motor vehicle door 1, represented as a rear side door of a motor vehicle,
as an example of the area of application of a side impact protection beam represented
there, situated further below in the door box, said beam serving to produce side impact
protection in the door region. The side impact protection beam is designed as an elongated
profiled element 2 defining a longitudinal direction and is configured as a rolled
profile or roll-formed profile of flat-strip metal material. The general observations
made in the introductory part of the description with respect to the installed position
and arrangement of the side impact protection beam apply.
[0026] As shown in Fig. 2, a side impact protection beam of the type in question, which
is arranged in the motor vehicle door 1 in each case in the longitudinal direction
of the body of the motor vehicle, may be installed not only in the door box as side
impact protection in the narrower sense but also directly below the top-shoulder line
of the motor vehicle door 1 as a type of window-channel profile. All of this is shown
by the vertical section through the motor vehicle door 1 which is represented in Fig.
2.
[0027] The side impact protection beam represented in exemplary embodiments in Fig. 3 and
Fig. 4 is formed by the profiled element 2, which has already been discussed above,
in which, as viewed in the transverse direction of the flat-strip material made of
metal, a central section of the flat-strip material forms a rear wall 3 of the profiled
element 2. The two outer sections of the flat-strip material are bent back inwardly
toward the central section, i.e. the rear wall 3, so that they in each case form a
virtually closed hollow-chamber profile 4, which in each case forms a hollow chamber
5. The edges 6 of the outer sections forming the hollow-chamber profiles 4 are at
a small distance from the central section forming the rear wall 3 and are not welded
or fixedly connected in some other way to said central section.
[0028] Fig. 3 and Fig. 4 reveal that the rear wall 3 is designed to be smoothly continuous
and that the outer sections forming the hollow-chamber profiles 4 are bent over at
their edge region into the respective hollow chamber 5 so as to form a narrow edge
strip 7 in each case. Provision is made here in particular for the edge strip 7 bent
over into the respective hollow chamber to extend substantially parallel to the rear
wall 3. The edge strip 7 thus forms a type of supporting region for each hollow-chamber
profile 4, which supporting region makes it possible for said hollow-chamber profile
4 to be supported at its open side on the rear wall 3 of the profiled element 2 when
externally acting forces occur (i.e. from the right in Fig. 3 and Fig. 4). When externally
acting forces occur, the hollow-chamber profile 4, which in the normal state is only
virtually closed, with a gap opening it to the inside, becomes a closed hollow-chamber
profile 4 which is joined intimately to the rear wall 3 as a result of the externally
acting forces.
[0029] Provision is made in the exemplary embodiments which are represented and preferred
for the distance separating the edge strip 7 from the rear wall 3 to be between about
3 mm and about 8 mm, preferably about 5 mm to 6 mm. The width of the edge strip 7
should be a few millimeters, preferably about 5 mm to 10 mm (measured in relation
to the vertex of the angle formed by the edge strip 7 and wall 8).
[0030] The exemplary embodiments which are represented and preferred additionally show that,
according to a preferred teaching of the invention, the entire profiled element 2
is configured mirror-symmetrically with respect to the mid-plane of the rear wall
3 which includes the normal (indicated by the line N in Fig. 3 and Fig. 4). With this
construction, it is therefore not necessary on the production line to be concerned
with the installed position of the side impact protection beam in the motor vehicle
door.
[0031] The exemplary embodiment of a "large" side impact protection beam represented in
Fig. 3 is notable for the fact that the hollow-chamber profiles 4 are of boxlike configuration
with substantially rectilinear walls 8, 9 and with slightly radiused corners. Provision
is made here in particular for the walls 8 of the hollow-chamber profiles 4 which
adjoin the edge strips 7 and extend substantially transversely to the rear wall 3
to extend with a slight inward inclination away from the rear wall 3. This cross-sectional
design of the profiled element 2 has the advantage that when externally acting forces
occur, these forces being understood as acting from the right in Fig. 3, the inner
wall 8 of the hollow-chamber profile 4 which extends transversely to the rear wall
3 is first of all pressed inwardly in the direction of the rear wall 3 and in so doing
changes its angular position relative to the outer wall 9 which extends transversely
to the rear wall 3. Ideally, the edge strip 7 would strike the rear wall 3 in such
a way that the inner wall 8 extends rectilinearly exactly perpendicular to the rear
wall 3. Said side impact protection beam thus has a virtually optimum deformation
behavior because when externally acting forces occur, two box profiles are suddenly
available as hollow-chamber profiles 4.
[0032] In the case of the "small" side impact protection beam which is represented in Fig.
4, optimized behavior has been achieved by virtue of the fact that the walls 8, 9
of the hollow-chamber profile 4 which extend substantially transversely to the rear
wall 3 extend with an inward inclination away from the rear wall 3 in a trapezoid-forming
manner.
[0033] In respect of the side impact protection beam described further above and represented
in Fig. 3, it is particularly recommended for the rear wall 3 to have a width of about
90 mm and for the hollow-chamber profiles 4 to have a width of about 30 mm to about
35 mm and a height of about 30 mm. By contrast, it is particularly recommended in
respect of the side impact protection beam represented in Fig. 4 for the rear wall
3 to have a width of about 60 mm and for the hollow-chamber profiles 4 to have a width
of about 20 mm to about 25 mm and a height of about 28 mm.
[0034] Overall, the side impact protection beams represented are able to manage with relatively
thin flat-strip material if the flat-strip metal material used is a flat-strip steel
material, in particular one consisting of high-strength steel. A thickness of between
1.0 mm and 2.0 mm is usually sufficient, the thicknesses preferably produced being
around 1.2 mm to 1.4 mm, occasionally also 1.5 mm or 1.6 mm. The radii of curvature
at the corners are expediently at least approx. 3 mm (inner radii).
[0035] The side impact protection beams according to the invention are intended for installation
in a motor vehicle door. Accordingly, another subject of the invention is a motor
vehicle door having one such side impact protection beam or having two or more such
side impact protection beams. This applies particularly to the motor vehicle doors
as claimed in claims 11, 12 and 13.
1. A side impact protection beam for a motor vehicle door, which is designed as an elongated
profiled element (2) defining a longitudinal direction and is configured as a rolled
profile or roll-formed profile of flat-strip metal material,
in which arrangement, as viewed in the transverse direction of the flat-strip material,
a central section of the flat-strip material forms a rear wall (3) of the profiled
element (2) and the two outer sections of the flat-strip material are bent back inwardly
toward the central section so that they in each case form a virtually closed hollow-chamber
profile (4), and
in which arrangement the edges (6) of the outer sections forming the hollow-chamber
profiles (4) are at a small distance from the central section forming the rear wall
(3) and are not welded or fixedly connected in some other way to said central section,
characterized in that
the rear wall (3) is designed to be smoothly continuous and
the outer sections forming the hollow-chamber profiles (4) are bent over at their
edge region into the respective hollow chamber (5) so as to form a narrow edge strip
(7) each.
2. The side impact protection beam as claimed in claim 1, characterized in that
the edge strip (7) bent over into the respective hollow chamber extends substantially
parallel to the rear wall (3).
3. The side impact protection beam as claimed in claim 1 or 2, characterized in
that
the distance separating the edge strip (7) from the rear wall (3) is between about
3 mm and about 8 mm, preferably about 5 mm to 6 mm, and/or wherein the width of the
edge strip (7) is about 5 mm to 10 mm.
4. The side impact protection beam as claimed in one of claims 1 to 3, characterized in that
the profiled element (2) is configured mirror-symmetrically with respect to the mid-plane
of the rear wall (3) which includes the normal (N).
5. The side impact protection beam as claimed in one of claims 1 to 4, characterized in that
the hollow-chamber profiles (4) are of boxlike configuration with substantially rectilinear
walls (8, 9) and with slightly radiused corners.
6. The side impact protection beam as claimed in claim 5, characterized in that the walls (8) of the hollow-chamber profiles (4) which adjoin the edge strips (7)
and extend substantially transversely to the rear wall (3) extend with a slight inward
inclination away from the rear wall (3).
7. The side impact protection beam as claimed in one of claims 1 to 5, characterized in that
the walls (8, 9) of the hollow-chamber profile (4) extending substantially transversely
to the rear wall (3) extend with an inward inclination away from the rear wall (3)
in a trapezoid-forming manner.
8. The side impact protection beam as claimed in one of claims 1 to 7, in particular
as claimed in claim 6, characterized in that
the rear wall (3) has a width of about 90 mm and the hollow-chamber profiles (4) have
a width of about 30 mm to about 35 mm and a height of about 30 mm.
9. The side impact protection beam as claimed in one of claims 1 to 7, in particular
as claimed in claim 7, characterized in that
the rear wall (3) has a width of about 60 mm and the hollow-chamber profiles (4) have
a width of about 20 mm to 25 mm and a height of about 28 mm.
10. The side impact protection beam as claimed in one of claims 1 to 9, characterized in that
the flat-strip material consists of steel sheet having a thickness between 1.0 mm
and 2.0 mm, preferably between about 1.2 mm and about 1.4 mm.
11. A motor vehicle door having a side impact protection beam as claimed in one of claims
1 to 10, said beam being installed with the rear wall (3) facing the inside of the
motor vehicle door (1).
12. A motor vehicle door having a side impact protection beam as claimed in claims 6,
8 and 10 installed horizontally or with an inclination in the door box below the top-shoulder
line, with the rear wall (3) facing the inside of the motor vehicle door (1).
13. A motor vehicle door, in particular as claimed in claim 12, having a side impact protection
beam as claimed in claims 7, 9 and 10 installed horizontally or with an inclination
close to the window channel on the top-shoulder line and/or in the door box below
the top-shoulder line, each side impact protection beam being installed with the rear
wall (3) facing the inside of the motor vehicle door (1).